Transmission



May 20, 1941. A. Y. DODGE TRANsMlssIo'NA Filed April 3o. 1934 8 Sheets-'Sheet 1 w IT www QN IN V EN TOR;

.Aalz'el E Doa@ e ATTORNEY A. Y. DODGE TRANSMISSION May 20, 1941.

Filed Apil so, 1934 www NWN

mwN. QN

A TTORNE Y May 2`0{1941 A. Y. DODGE 2,242,515

` TRANSMISSION Filed April 30, 1934 8 Sheets-Sheet 3 ATTORNEY May 20, 1941. A, Y, DODGE 2,242,515

' TRANSMISSION Filed April 30, -1934 8 Sheets-Sheet 4 Wsiik/. 23@ @www ZZ?. M4 55 Z541;

//I 21% Z i? Z4 l 245 Q Z4 ,F5910 INVENTOR. fdel YT Dodge BY A ATTORNEY May 20, 1941 A. Y. DODGE TRANSMISSION Filed April 30, 1934 V/l//v/l/l//lz//f/A; Y A f////////// //////////A 8 Sheets-Sheet 5 INVENTOR. ,qdiez x Dodge May 20, 1941- A. Y. DODGE 2,242,515

TRANslvIIssIoN Filed April 30, 1934 8l Sheets-Slieet 6 INI/EN TOR.

AD/EL YD 0D GE May Z0, 1941. A. Y. DoDGE TRANSMISSION Filed April 50, 1934 8 Sheets-Sheet 7 T l l l I I I ||l| vIN1/Emma. ADIELl Y DODGE TORNEY M503 20, 1941 A. Y. DODGE 2,242,515

TRANSMISSION Filed April 30, 1934 8 Sheets-Sheet 8 LAK 7 'l Qty@ A TTORNEY Patented May 20, 1941 UNITED sTATEs- PATENT OFFICE Talirzsumrs;grou l Adiel Y. Dodge, South Bepd, Ind.

Aapplication April so, 1934, serial N0. 123,083

(ci. 'r4-189.5)

34v Claims.

This invention relates to automatic transmissions, and is illustrated as embodied in several transmissions intended for use in automobiles.

A very important object of the invention is to utilize eillciently a hydraulic torque amplifier o r converter. These converters havel great advantages in the way of smoothness and quletness, but heretofore their use has been restricted by their very great inefficiency at low speeds. and to some extent by permitting them to slip at high speeds instead of arranging them to give at suchV speeds a direct drive at a one-to-one ratio.

One of the main features of the invention is therefore the arrangement of the transmission to utilize the most effective range of speeds of a hydraulic unit of this type, but with a positive mechanical drive for the ranges in which such a unit is not eflicient. Preferably there is a positive geared low-speed drive, and I may usealso a mechanically-connected direct one-to-one drive at high speed, together with an intermediate range -in which the hydraulic unit is utilized to give a torque-amplifying speed increase varying gradually and smoothly automatically from low to liigh.

Where such a mechanically-connected direct drive is not used, the novel arrangement of the parts of my transmission reduces the slip untilit can be disregarded (e. g. to 5% or less at the output shaft).

In the various embodiments illustrated, this is accomplished by the use of balanced driving means such as a planetary gear or the equivalent, one of the elements of which is the driven means of the transmission, while the two other elements are driven respectively by the hydraulic unit and by a mechanical means, such as a drive shaft directly engaging the sun gear of the planetary'unit, both the hydraulic unit and the drive shaft or its equivalent being driven by the same driving means, e. g. theengine crankshaft. As a matter of convenient arrangement, I prefer to" space the hydraulic unit and the planetary gear apart along the drive shaft, with the other parts of the transmission arranged between them.

'This arrangement permitsthe use of a one- 4way brake or the like to prevent reverse rotation of the driven element of the hydraulic unit. so that at low speeds this brake is effective to hold one element of the planetary gear 'stationary in such a mannerthat the sun gear drives the car positively at a predetermined low speed. As soon as the driven hydraulic elementv picks up enoughspeed to enter an efficient operating range, it picks up the element of thetransmission which have various ancillary was previously held stationary, thereby gradually and smoothly increasing the speed through the intermediate range luntil one-to-one drive is reached for high speed. In some cases, as

pointed out above, I prefer to provide centrifugal or other speed-operated means to lock all the parts together mechanically for rotation in unison to give a direct one-to-one high-speed drive.

VIn the preferred embodiments, the hydraulic unit is provided with means for directly by-passing the driving fluid from the impeller to the driven rotor as one-to-one drive is approached, so that thereafter the unit functions like what is known commercially as a fluid flywheel (i. e. a two-element hydraulic unit), whereas at lower speeds it functions as a true three-element hydraulic "torque converter. This has the substantial advantage that the third or "stator element of the hydraulic unit may be bolted or otherwise fastened positively in place, since the fluid does not drag against" it excessively at high speeds.

'I'he above-described arrangement gives, in forward drive., a two-path flow of power in'parallel or series-multiple" from a. single drive shaft, to a single driven shaft. with the novel torque amplifier arranged in one path.

Another important feature of the invention relates to taking advantage of the above construction to secure reverse drive without added parts, for example by connecting the propeller shaft or the equivalentl driven shaft selectively to one lor the other of two oppositely-driven parts of 'the planetary gear. As direct drive is not possible in reverse. and as high reverse speeds are not desirable, I preferto simplify the operation in reverse by disconnecting oneor the other .of the two driving means. Thus in the preferred arrangement, the hydraulic unit is disconnected in reverse, vthe drive being a positive geared drive from the sun gear of the planetary unit. Alternatively, the mechanical drive may be discondraulic unit. l

'I'he embodiments illustrated in the drawings improved features in the construction and arrangement of the parts, and in the arrangement of the control means, which are described below and referred to in certain of the claims. The various illustrated modifications of the hydraulic unit. and the preferred arrangements of gearing, selves substantial novelty and add greatly to the effectiveness and simplicity and' smooth operav tion of the transmission. These and other obtorque-amplifying also embody in themdrive which may be fective combinations of parts, will be apparent from the following description 'of the embodiments illustrated in the accompanying drawings, in which:

Figure 1 is -a vertical longitudinal section through one form of transmission embodying my invention, with some of the parts. shown above the center line in side elevation; v

Figure 2 is a partial section showing a cushion added to the transmission shown in Figure 1;

Figure 3 shows a side elevation, partly broken away in section, of a transmission embodying another modification of the invention;

Figures 4 and 5 are fragmentary sections 1 showing on a larger scale detail parts of Figures 1 and 3; V Figure 6 is a section on ure l;

-Figure 7 is a section similar to Figure 6 but with the addition of Aa centrifugal clutch;

Figure 8 is. a partial section taken on the section line 8-8 of Figure 9;

Figure 9 is a section on ure 1, and approximately the along the line 9--9 of Figure 3;

Figure 10 is a fragmentary section looking in the direction of the arrows |0|0 of Figure 9;

Figures ll and 12 are diagrammatic partial sections illustrating modifications in vane construction;

Figure 13 is a sectional view of Figure 1l showing the vanes in plan;

Figure 14 is a partial sectional transverse view on the line |4|4 of Figure 15;

Figure 15 is a sectional view of Figure 17 on the line 8-6 of Figtne une e-s of Fig- Figure 16 is an enlarged partial radial section of the flywheel and uid elements of Figure 3, which elements are similar to Figure l, although slightly modified;

Figure 17 is a sectional view similar to Figure 16 with certain modiiications;

Figure 18 is a perspective view of a stamped bucket, a cluster of which may form the blades of the stator of the hydraulic vortex in one form of construction;

Figure 19 is a projected view of Figure 18;

Figure 20 is a projected view of Figure 19;

Figure 21 is a sectional view 'along the line 2|2| of Figure 2 2;

Figure 22 is an enlarged developed view looking radially into the stator element with the buckets shown in Figure 18 clustered;

Figure 23 is a diagrammatic view showing the angular arrangement of the rotor blades withrespect to the stator blades;

Figure 24 is a partial radial section of a modified form of my hydraulic vortex means, introducing automatic clutches;

Figure 25 is a. side elevation with a preferred hook-up arrangement of control levers;

Figure 26 is a diagrammatic arrangement of one of the controls;

Figure 27 is a diagrammatic illustration of another control;

Figure 28 is a vertical longitudinal section of another modification; and

Figure 29 is a diagram illustrating a comparison of the characteristics of my transmission with those of a standard three-speed transmission of the type now generally used.

same as a section K In the vembodiment of Figure l the abovementioned objects are attained by hooking a special novel hydraulic vortex type torque converter in series multiple (i. ein parallel) with a special planetary gearchain. Figure l is a section showing parts in side elevation, and part 50 shown therein is the end of a drive shaft such as the crank shaft of an internal combustion engine. The illustrated transmission is intended for use in an automobile having such an engine.

Attached to a flange at the end of crank shaft 50 is shown a ily-wheel 5|. which in connection with a cooperating part 52 bolted or otherwise secured thereto forms an enveloping case to house the impeller and rotor blades. The impeller blades 58 turn with the fly-wheel, being secured to part 52, whereas the rotor blades 54 are not connected to the ily-wheel but are flxed to a rotor sleeve or steni 55. The rotor stem or sleeve 55 is shown fixed to a clutch hub 56 provided with 'an' encircling series of one-way brake rollers 51.

The rollers 51, with an outer sleeve 58, form a one-way brake permitting the rotor member 55 to turn forwardly but preventing rotor member 55 from turning in reverse so long as a friction disc brake (hereinafter described) is engaged.

The operation of the friction disk brake is hercinafter more fully described, but it should be noted here that it includes disks 88 slidably arranged on bolts 96 rigidly connecting annular carrier parts 91, 98, and 99 with the sleeve 58 of the one-way brake, together with a cooperating series of .disks 81 keyed to the housing by pins 8|. The disks are normally held engaged by a series of springs |00 compressed between the outer disk 81 and an annular retainer stamping |02 seated against a ledge on the housing 90 and held by the pins 9|. overcome, to disengage the brake, by two opposite bolts or the like |03 arranged respectively within the springs, and connected at their left hand ends to the last disk 81 and at their rlghthand ends to an operating ring |04, actuated by the clutch pedal or the like. Normally the abovedescribed brake locks the member 58 to the housing, to serve as a. stationary abutment for the one-way clutch rollers 51.

The clutch hub 56, held as described against rotation in one direction, is provided with clutch keys or teeth 59 whichmesh with clutch teeth 60 on a stem or sleeve 6| formlngpart of a planetary cage 89, when this cage, forming part of an axially-movable planetary unit, is suitably shifted. The clutch teeth 60 are shown formed on a separate sleeve keyed or otherwise secured to the central stem or sleeve 6| formed on the planetary. cage 89- In this way, the planetary cage 89 is also prevented from reverse movements so long asl the above-described friction disc clutch remains engaged. However, when there is sufcient force acting against the rotor blades 54 to overcome the torque reaction, these blades 54 will pick up the load and cause the planetary cage 89 to turn forwardly, the torque passing from the blades' 54 through the rotor stem 55 into the clutch hub 56, through the teeth 59 and 60, and into the planet cage stem 6|.

A center shaft 62 is normally xedly connected to the driving shaft 50 and therefore turns with the driving shaft 50. Splined to the center shaft 62 is a driving member such as a sun gear B3 which therefore normally turns with and at the The springs |00 can be auatic planet carrier 88 are caused to revolve whenever the driving shaft is revolving. It will be noticed that rotating force is put into the planet gear assembly through two paths: first, through the center shaft 62 and the sun gear itz/and second, through the rotor assembly inclosed in the parts I-52 into the planet cage. v

As explained below, the planet gears are so arranged that their driven ring gear 85 lturns in the same direction as does the sun gear 63 when the planet cage 6I is held or turned forwardly. A driven shaft 64 normally turns with the ring gear 85 and its housing, a Bear tooth clutch 66 normally engaging a second gear tooth clutch 66 to that end. Gear tooth clutch 66 is on an enlarged portion 64' secured to or integral with the driven shaft 84. It will be observed that, when housing is now held fixed by the friction vdisc brake 81. The power is taken off the gear carrier 6i-88, instead of the ring gear 85, and is delivered to the driven shaft 64 through clutch teeth 66. In reverse movements, as in position No. 3, the variable hydraulic speed elements are allowed to run idly.

It will-be seen that the revolving parts of this transmission are supported entirely upon the center shaft 62 with the exception of the driven shaft 64 and the impeller housing 5i and 52.

To facilitate shifting, friction synchronizing rings 15 are provided, shown more fully in Figs.

4 and 5, but also shown as parts 15 in section in Figure 1. In addition to the rings 15, the synchronizing clutch 10 is provided. This clutch is in the form of a split hub which engages a hub rotor stem 55 and center shaft 62 turn at the same speed, the planetary gear assembly will turn as a unit about the main axis of the shaft 62, thereby turning the driven shaft 64 at the same speed as the driving shaft 58 and thus effecting a direct drive at one-to-one ratio.

By this means I am able to produce a full range of speed ratios lying between a fixed low speed ratio and one to one ratio, and also to deliver a corresponding full range of torque ratios, only slightly diminished due to losses in the hydraulic elements. v

' Means are provided to shift the entire planet gear assembly in a novel manner axially along the shaft 62 in order to engage and disengage all v of the `tooth clutches and for producing in one position where they are all disengaged a neutral position. The shift mechanism, in this embodiment, is shown as comprising a lever 61, and a trunnion block 1| traveling in a groove 69. As shown, the groove 69 is locatedin avcone clutch member 10, more fully described below. For the present, the clutch member- 10 might be considered as rigid with the hub of the ring gear housing 16. By causingthe lever 61 to revolve about the axis of its shaft 68 the entire planet gear assembly may be shifted fore and aft axially. As shown` the transmission is in its neutral position, with all of the dog tooth clutches dis` engaged.

The transmission shown in Figure 1 and described above may be set in any one of four positions, as follows:

Position No. 1'.-Neutral, as shown.

Position No. 2.-Forward. In this position the planetary assembly is shifted to the right so that clutch teeth 60 engage clutch teeth A59 and clutch teeth 65 engage clutch teeth 66.

Position No. 3.-This position is a further shift to the right in which case the long clutch teeth 65 still engage clutch teeth 66, but clutch teeth 60 engage clutch teeth 12 on the part 88. When in this position the transmission is at all times in positive low gear. Whether the engine is driving the car or the car is tending to drive the engine the gear ratio of theplanetary gear chain Aprevails. This position may occasionally be used for descending icy hills or the like. In this position the hydraulic unit is dlsconnected'from the planetary gear, and runs idly.

Position No. 4.-In this position the planetary gear assembly is shifted to lthe left until the clutch teeth 13 engage the clutch teeth 12, and the teeth 14 engage the teeth 66. In this position as in position 3,*the action of the planetary gears is controlled by the friction disc clutch 81. However, in this fourth position reverse moveon the ring gear housing 16. 'When the part 10 is shifted tov theright, engagement takes place between itwo conical Asurfaces 11 and 18. These conical surfaces act as a brake to bring the speed of the clutch'teeth 65more nearly to that of the clutch teeth 66 before they actually mesh. 'I'he clutch 18 is provided with splines 19 which engage splines 80 integral with the enlarged portion 6 4' of shaft 64. When shifted to the left the clutch 16 engages the hub of the ring gear housing 16 on.the plane surface 8i; thus having less clutching action.

In order that cone clutch 10 will have no tendency to drag when the transmission is in neutral .'position, an auxiliary position finder is provided, for example in the form of a spring loaded ball 82 located in a transverse hole in the shaft 62, which ball drops into a groove in the stem of the sun gear 63. If desired, other grooves may be provided for the other gear positions. It

willbe noticed that the contour of the 'clutch teeth 59, 12 and 66 isgrounded to permit the passage of the synchronizing rings 15.

Whilel the center shaft 62 may be splined to either the flywheel 5l or the driving vshaft 50,

I prefer to have the center-shaft 62 coupled to the ily-Wheel 5I andthe driving shaft 58 by 'means such as a coiled clutch 83 (Figure l). The

right end of the coiled clutch is embedded in the shaft 62 at 86. The two left coils of the clutch ments are effected inasmuch as the ring gear 75 83 are shown provided with excitation springs 84 and 85. This coiledl clutch is arranged so that the driving force from shaft 58 in a counterclockwise direction is transmitted to the center shaft 62, but driving force in a counter-clockwise direction, as viewed from the right end, e. g. when 'the car is driving the engine on a down grade, will be transmitted from 62 to 50 only to a predetermined amount depending in part upon the load imposed on springs 84 and 85.

Such an arrangement might be used for free-l wheeling purposes. However, in the illustrated case, I use it mainly as a safety measure. The load imposed on the springs 84 and 85 is preferably sumclently large to cause the coiled clutch 83 when unwinding normally to turn the engine over when the car is coasting, so that the engine maybe used as a brake. However, should by any mishap the engine become jammed, slippage will take place at the coiled clutch 83 before the rear wheels of the automobile are caused to slide. A similar safety feature I have, introduced in vtwo other places, hereinafter described..

Tn this Way and by these means I have 'provided a transmission which may have control elements and characteristics identical, so far as the driver is concerned, with the present day transmission, having merely eliminatedthe necessity acting on the ring |04. When the brake pedal is allowed to rise the brake plates 81- and 88 become engaged, thus causing the car to move forward in low gear, the reaction being taken from the planet cage 88 through clutch teeth 60 and 59 into the one-way brake 51 and thence through the brake discs 88 and 81 into the transmission case 90 through pins 9|.

As the engine accelerates, the hydraulic force imposed on the rotor plates 54 increases until suilicient torque is reached to pick up the hub 58, relieving the load from the one-way brake 51 and thereby causing the tooth clutch 80 and the planet cage 89 to turn in a forwardly direction, slowly at first but increasing in Vspeed as less torque is required at the rear wheels. In this way, the transmission progresses automatically through the full range of speed and torque ratios until approximately a one-to-one drive is reached.

During the intermediate ratios the torque re' action is imposed on stator blades 92 hydraulically. These stator blades 92 are xed in a stator housing 93 which in turn is fixed to the transmission case 90 by fastenings 94'. After starting no further shifting is necessary; stopping momentarily at stop-lights, etc., may be effected by depressing a pedal and allowing the engine throttle to close to an idling position. Shifting only becomes necessary for a prolonged stop or for a reverse movement.

The construction and arrangement of the vortex hydraulic torque converter, as above and hereinafter explained, embodies substantial novelty. Likewise the planetary gear arrangement utilized in the illustrated transmission is of new and novel form and arrangement. However, it should be especially noted that the "seriesvmultiple hook-up" between the vortex hydraulic torque converter and the planetary gears, as described above, to provide two paths of power flow is a combination which in many of its features I believe to lbe entirely new, and which has outstanding advantages.

In Figure 2 I have shown an alternative construction for the rear or right end of the transmission illustrated in Figure 1. Like parts bear the same character numbers in Figure 2 as are used `in Figure 1. I here provide a rear auxiliary 'housing |20 to accommodate a second bearing for the shaft 64. In this housing there may, if desired, be located a free-wheeling device or a speedometer drive of conventional construction. In this gure, I show a cushion drive interposed between the shaft 64 and a driven shaft |2|. This cushion drive may consist of a drum, thus producing more nearly a solid drive. Among other things this cushion drive is provided to vfacilitate and quiet the shifting of the clutches.

In Figure 3 I have a somewhat simpler transv mission ofthe same general type as shown and described in Figure 1 and having many of the' same advantages. In Figure 3 similar or corresponding parts bear the same reference numbers as the corresponding parts in Figure 1, with a sufiix a. In this figure, also, I have shown a band type brake |34a instead of the friction disc brake 81. In both cases the brakes are normally engaged. The band type brake |34a is more fully described and shown and is claimed in my copending application No. 693,569, filed October 14, 1933 now matured into Patent No. 2,082,444.

Figure 3 also shows an automatically centrifugally actuated clutch |35, described below, acting between the impeller assembly and rotor assembly, the blades of which are indicated at 53a and 54a respectively. This clutch is of the shoe type, similar to that shown in Figure 7 at 2|1. The clutch shoes |35 are pivoted on pins |36 located in the driven core |38. When centrifugally expanded the shoes |35 engage the driving core |31, thus frictionally engaging and locking together the impeller |31 and the rotor |38 to. cause them to turn at the same rate and effecting a one-to-one drive. It is often desirable to effect such a one-to-one direct drive at speeds above a predetermined high speed, e. g., above 4 0 or 45 miles' an hour, thus eliminating slipping and increasing eiciency.

Another feature shown in Figure 3, and which may be used if desired, consists of a mechanical release to disengage the center shaft 62a. This disengagement may be effected by the last inch of a pedal movement when the pedal is suitably hooked up to a shaft collar |39 (similar to the hookup shown in Figure 25 and hereinafter described). By shifting the collar |39 rearwardly or to the right, a hexagonal rod |40 is moved out of engagement with clutch pins |4|, allowing the clutch pins |4| to move radially inward, thus disengaging the y-wheel hub |42. 'I'his release is intended for use only in emergencies to effect a complete disengagement between the driving and driven parts. This release is arranged so that the only load on the release rod |40 to be overcome when releasing as described is a frictional drag at right angles to the driving force, thus making it possible to release even though under full load.

In Figures 1 and 3 I have shown, and will now describe in connection with Figure 3, a means of lubrication. In order to insure prop# er lubrication, lubricants should be fed in as nearly at the central axis as possible, so-that centrifugal force will tend to carry the lubricant outward, whereas with a splash system centrifugal force tends to throw the lubricant away from the center parts. However, it is proposed that some of the parts of this transmission shall run in a bath of oil. In the transmission shown in Figure 3, it is proposed that the same fluid be heavy coiled spring |22, one end of which is em- Q, lgecided in a drum |23, and the other end of which 65 is. ,embedded in a flange A|24 integral with the ff? shaft m. The hub of the drum |23 is shown splined to the shaft 64.

In this way, I have provided an internal and external drum into which and onto which the coil spring |22 may wrap. The cushion drive is limited to a predetermined amount of cushioning in either direction after which the coil spring wraps solidly onto or solidly into, depending on the direction of the drive, the corresponding used for the hydraulic vortex as is used for lubricating the running parts of the transmission. In addition to furnishing a force feed lubrication I have therefore furnished circulating means to circulate driving uid into and out of the hydraulic vortex chambers.

Running from the low part of the case I have provided a tube |43. Preferably the mouth of the tube |44 is turned to face the direction of amasar:

swirl of the fluid. From this point, the tube |43 conducts the fluid up to a ring |45 surrounding the ldriven shaft, and which is provided with suitable axially-spaced packing glands |46 engaging the shaft. Fluid is drawn from this ring through holes |41 and |48 into the hollow center of the shaft 62a, It will be noticed that the rod |40 lying in the center of the shaft 62a is hexagonal in cross-section. thus providing passages between the round bore in the shaft 62a and the hexagonal ats of the rod |40.

Fluid passes from the hole |46 around the rod I 40; which may be made round at this point, to a hole |49 in the shaft 62a. 'I'he hole |49 communicates with a groove |50 in a surrounding bushing. The groove |50 communicates with a passage in the planet cage 89a. By suitablyarranging the planet gears, as described below in connection with Figures 6 and '1, they act as gear pumps drawing fluid into the space |52 between the planet cage 89a and the ring .gear cage 16a. Fluid drawn in between the planet gears is compressed and discharged under pressure on the opposite side into the space |53.

Fluid is thereby positively forced from this space through suitable slots |54 to communicating holes |55, |56, and |51, back into the hollow shaft 62a. The rod |40 may be made round in section and nearly filling the bore of shaft 62a at a place directly under the sun gear 63a, in order to provide a dam against the short-circuiting of the circulating fluid. Other suitable oil holes may be provided in a similar manner to lubricate other bearings along the shaft 62a.

The remaining fluid passes out of a hole |58 in the shaft 62a and nils a space |59 between the shaft 62a and the rotor stem 55a. Oil is communicated from this space to an outer space |60 through a suitable opening in the rotor stem`55a. From the space |60 the uid circulates thru a drilled passage |6| into an annular chamber |62.

vortex chambers are entirely filled. It will also be noted that the passage |65 does not actually enter the vortex chamber; it merely acts to relieve the pressure in the space |66, forming an auxiliary outlet forA the vortex chambers if they should become too full. In the arrangement of Figure 3 the alignment of the stator shell with the impeller shell is such that the uid tends to jump over the space |61 between the two shells, so far as itsvelocity pressure is concerned, but should the static pressure become too greatV fluid may be forced out through this space |61. The static or pressure head may be controlled by lvarying the radial position of the passage In this way, I have provided means for circulating fluid into and out of the vortex chambers and means for automatically preventing the building up of a static uid pressure above a desirable point in the vortex chambers.A By means of this circulation of fluid into and out of the hydraulic vortex, and due to the comparatively -largesurfacevand quantity of fluid in the entire transmission, I have secured very effective heat dissipating means. The surplus fluid provides a time element for dissipating the heat to the transmission casing and thence to the surrounding atmosphere. Thev entire outer surface of the case therefore in effect provides cooling area. The swirl of the fluid in the case provides turbulence to bring the fluid into engagement with .this cooling surface. A

Figure 3 also shows at S a conventional speedometer drive which may be used in any of the illustrated embodiments.

In Figure 4 I have shown a fragmentary section of the synchronizing ring 15 on a larger scale. Figure 5 shows the synchronizing ring 15 viewed in elevation, in a plane extending across the main'axis of the transmission. Synchronizing ring 15 is held centered yieldingly by an undulated spring |90. It will be seen from these two figures that the ring 15 is a divided ring seated in a suitable groove or recess |9|. 'I'he groove |9|A is interrupted by a suitable abutment |92 which may be a pin inserted across the groove |9|, or'which may be integral with the shaft |93. The ring 15 is yieldable, preferably being made of spring steel, its normal outside diameter being too large to pass under the clutch teeth such as 12 in Figure 4. vClutch teeth 12 are suitably rounded in contour as also is the outer surface of the synchronizing ring 15, so that when force acting in an axial direction tends to push the ring 15 under the teeth 12, a wedging action takes place, causing the ring 15 to contract. Friction is thereby set up between the teeth 12 and the ring 15. The ring 1 5 moves into engagement with abutment |92.

It will be seen that further friction against the outer surface of the ring 15 sets up an internal wrap or self-energization, and in this way considerable friction is created between the teeth 12 and the synchronizing ring 15. This friction has a tendency to bring the shaft |93 and the the teeth 12, the synchronizing ring will expand on the opposite or left-hand side of the teeth 12, thus retaining the teeth 12 and the teeth |94 yieldably in mesh. Other means may be provided if desired to'prevent the teeth |94 from shifting too far to the left.

'In this way, the synchronizing ring 15 answers two purposes; first, the function of synchronization; and second, the function of position retaining. synchronizing ring 15 may be pulled back from the left side under the teeth 12, due to their contour, in the same manner as previously .described in passing from the right to the left. It

of the teeth'l94. In order to facilitate assembly of this arrangement, a spacer ring may be introduced to fill up the surplus width of the slot 9| The spacer ring |95 may be locked inplace by any suitable means, not shown.

Figure 6 shows a section along the line 6-6 of Figure l. The ring gear housing is shown with one side removed and with a portion of the planet cage housing broken away, to show the planet gears, the sun gear, and a portion of the ring gear in section. As shown in Figures 1 and 6, the ring gear 95 is secured to and turns with the ring gear housing 16. During forward movements the final driven shaft is coupled with the ring gear 85 and therefore turns at the same speed. Ordinarily the ring gear of an internal planet system turns in a direction the reverse of the direction of revolution of the sun gear, when the planet cage is retarded. However, by utilizing planet gears 200 and 20| in pairs, as shown in Figure 6, so that each planet gear 20| meshes with the sun gear 63 but not with the ring gear, and each planet gear 200 meshes with the corresponding planet gear 20| and with the 4ring gear 05 but not with the sun gear 63, the ring gear 95 is caused to turn in the same direction as the sun gear, when the planet cage 89 is held against rotation or when the planet cage 89 is driven forwardly. y

Trunnions 202 and 203, on which the planet gears 200 and 20| revolve respectively, are mounted on the planet cage 88. Therefore, precession of the centers of the planet gears 205 and 20| about the main axis depends on the rate of revolution of the planet cage 89. In order to secure the right and left hand discs I! rigidly together to form a suitable planet cage, spacers 204 and bolts 205 are used.

It will be seen that reverse movements of the driven shaft may be secured by shifting the planetary gears, as previously described, in a manner which will provide means for holding the ring gear against movement and cause the planetary cage to become connected with the driven shaft while the sun gear remains connected to the driving member. Thus, when the ring gear is held fixed, revolution of the sun gear- 63 in a forward direction, as indicated by the arrow, i. e. counter-clockwise as viewed in Figure 6, will cause the planet cage to turn clockwise or in a direction the reverse of the direction of revolution of the driving member 63. 'I'he means for effecting this change or shift is shown in and has lbeen described s in connection with Figure 1 and is effected by shifting the entire planetary gear assembly as previously described.

Parts 224 curved about the peripheries of the planet gears 200 and 20| cooperate with them to give a gear pump action circulating the lubrieating fluid, as has already been described.

Figure 7 shows a modification generally similar to Figure 6, being a transverse section along the line 1-1 of Figure 3. The arrangement of the shaft is however somewhat diiIerent in this modiiication. In Figure 7 I have shown the planet, i

cage 89a in a reverse direction. Due to the flywheel effect of the revolving parts, these positive and negativeimpulses will cancel each other, bringing about a zero result Vuntil such time as the planet gears cease to revolveabout their own centers.

2|5 and 2|6 will seek an outermost position remote from the main axes and will tend to remain in such position due to centrifugal force. By this means a one to one direct drive is effected When the planet gears come to rest about their own centers, the counter-weights Within certain torque limits by causing the planet cage 89a to turn with and at the same speedas the ring gear 95a.

As a further means to effect such a one-to-one drive, I may provide one or more centrifugal shoe clutches 2|1 mounted in the planet cage`109a and each pivoting on a pin 2|8 ixed transverselyin` forward revolution of planet cage 89a is counterclockwise as shown by arrow 22|, the clutch shoe 2 I as shown is arranged to have a relatively large measure of self-actuation. l

In order that the clutch shoe 2|`| may have a decisive action, and in order to reduce to a minimum the range during which the shoe 2 |1 would hesitate between engagement and disengagement, I have introduced a spring loaded roller 222 which engages a groove in the end of the shoe 2|1.

Since the leaf spring 223 which loads Vthe roller 222 normally holds it in the groove in the end of shoe 2| 1, it becomes necessary for the shoe 2 |'I to overcome a substantial holding force caused thereby in order to move outwardly and become engaged. However, after the shoe 2|1 has moved outwardly and engaged the ring gear, the roller 222 no longer rides in the groove in the end of the shoe 2|1, but rides on a rounded surface at the end of the shoe 2|'l adjacent the groove. Thus the force of the spring 228 and the Aroller 222 tend to hold the shoe 2|'I engaged after it once becomes engaged. I have described two means of effecting a one-to-one direct drive besides the one described in connection with Figure 3. Any one of these three methods may be used, or it is feasible to use any two or all three of them in combination to effect the desired one to one direct drive.

In Figure 7 I have also further illustrated the means whereby I make use oi' the planet gears for the purpose of circulating the oil. By inserting blocks 220 between the planet gears, a suitable housing is produced which causes the planet gears to become gear pumps in accordance with well known practice. As the planet gears turn in the directions indicated by the arrows thereon, the oil is drawn in through ports 225 and forced out through ports 226. The ports 226 are shown dotted, since they`are located in the half of the planet cage which is not shown.v In the part not broken away the communicating passages are shown properly at 221. This circulation of oil may if desired be used as a further means tending to lgive a one-to-one direct drive. as more fully described in my Patent No. 1,857,365, granted May 10, 1932.

Figure 8 is a fragmentary radial section of Figure 1 showing the hydraulic vortex of this embodiment, somewhat enlarged and in more detail. Figure 8 is also a section oi.' Figure 9 on the line 8 8, and Figure 9 is a transverse section of Figure 1 on the line 9 9. The hydraulic vortex or hydraulic torque converters shown in these figures are of a type which in themselvesV embody substantial novelty. Among other advantages, they embody the most desirable characteristics of both the twoelement and as for the sake of efiiciency, I do not desire anythe three element types of hydraulic vortex, i. e. the so-called fluid flywheels (two element) and torque converters" (three element).

As will be clearly seen in Figure 8, the fiuid is set in motion by the impeller blades 53. The fluid thus set in motion passes between the irnpeller blades 53 and out of the impeller, through openings 231, entering the rotor ,at points 238 and passing between the rotor blades 54. Fluid may pass out of the rotor at either points 239 or 240. In the latter case, i. e. at low speed and substantial torque amplification, the iiuid enters the stator at points 24| and passes between the stator blades Q2, leaving the statorat points 242 and entering the impeller at points 243. The route just described, outlines the path taken by the fiuid when the hydraulic vortex is operating as a three-element hydraulic torque converter. Should the iiud leave the rotor at points 239 and enter the impeller at points 244, then my hydraulic vortex operates as a two-element fluid fly-wheel. In operation, my hydraulic mechanism sometimes operates in one of the manners above described, while under other conditions it operates in the other manner, and'` under some conditions it may operate in a manner which is a combination of the two.

circulation of the fluid over the stator blades at speed ratios of approximately one-to-one.

When the transmission is used without the mechanical clutching means or 2H or 2|5, or the equivalent, to give direct drive at high speeds, there will at high speeds still be a slight slip of the rotor relatively to the impeller. However, at

wide open throttle this slip at the vortex will be not more than approximately 10%, which means about 7% at the output shaft 64. and at less than y wide 'open throttle (i. e. in all ordinary driving) the slip will be much less. Unless specifically otherwise limited, it is my intention that the phrases "one to one drive, direct drive. and the like be interpreted broadly enough to include a drive having this slight slippage which is so small even at the vortex device 'and is still further reduced in effect by the planetary drive arrangement.

At speed ratios approaching the ratio of oneto-one, portions of the uid may take both the longer and the shorter paths. In some cases this y may be desirable, but in cases where it is un- .When the impeller is revolving at a relatively high rate, compared with the rate of revolution of the rotor, i. e. when the vehicle is moving at a low speed, my hydraulic vortex operates as a three-element hydraulic torque converter, the fiuid taking the longer path andV passing down between the stator blades 92. This is due to the centrifugal force imparted to the fluid by the relatively high rate of revolution of the impeller, which at such a time is considerably greater than the counter force imposed upon the uid by the relatively slower rotation of the rotor.l

The velocity at the discharge points 231 is sufficiently high to carry the fiuid over the longer path, i. e. between the stator blades. When operating in this manner, the iiuid is returned to the impeller from the stator at a considerable velocity and in a direction having a relatively large component in the direction of movement of the impeller blades at points 243. The direction of fiow of the uid when passing between the stator vanes 92 is partly reversed, both as to its radial and circumferential directions. The

substantial reversal of its circumferential direction imposes a substantial torque upon the stat'or, in the opposite direction to the direction of revolution of the impeller. As is well known, it is by this means that a hydraulic torque converter is enabled to amplify torque, the stator forming the necessary reaction member. y

.When the rotative velocity of the rotor blades 54 nearly reaches the rotative velocity of the impeller blades 53, the counter force imposed on the fiuid by the rotor more nearly `equals the centrifugal force imparted by theimpeller, thus encouraging the fluid to take the shorter path, leaving the rotor at points 239` and entering the impeller at points 244. Under extreme conditions, at or near a one-to-one drive, substan tially all of the fluid takes this shorter path, in which case my hydraulic vortex operates as a two-element fluid flywheel, without torque multiplication. However, when the driven member turns at substantially the rate of the driving.

desirable for the fluid to take both paths at this time I propose to provide flexible guideA vanes 245, located between the rotor blades 54. The fexible guide vanes 245 are secured to the rotor shell at their outer ends by some suitable means such as rivets. These flexible vanes 245 by their own elasticity, aided by the centrifugal force, will cause the fluid to take the shorter path until such time as the velocity pressure of the fiuid deiiects the vane`s 245 yieldingly back against the rotor shell. When thus deflected back against the rotor shell, the fluid has a free passage to take the longer course, between the stator blades, as previously described. When the flexible vanes 245 are so deflected against the rotorshell they are in a radial plane, and when in this position, the action of' centrifugal force no longer urges the vanes 245 to close the openings 240. In this way,

that is, to eliminate an indecisive or fiuttering action.

There are certain substantial advantages in the illustrated skeleton rotor construction. Part 246 may be considered the flywheel proper. and the part 241 bolted thereto may be considered the impeller shell. Parts 245 and 241 together form a hollow flywheel, turning at engine speed. Heretofore, it has been usual to form a complete rotor shell as shown in Figures 3 and 28. In Figures 1 and 8, however. I provide a rotor which makes use, in effect, of the flywheel 245 as a portion of the rotor shell. In other words, I have provided a. skeleton shell carrying the driven vanes 54`and comprising an annular disc 248 and an outer ring 249. The portion of the rotor blades 54 along their outer edge between the disk 248 and the ring 249 are exposed to the fiywheel housing 246, with only the necessary running clearance therebetween. This arrangement not only lightens and cheanens the'construction, but it produces added efficiency in the two following ways: First, it reduces the amount of surface to which fluid is subjected. since the Afiuid does not extend into any space between the impeller and rotor shells as in previous concentrifugal force is made use of to impart a decisive action vto the blades 245,'

mately uniform area in cross section.

'fluid circulation.

In order that my hydraulic mechanism may promptly change its character from a two element fluid ywheel to a three element torque converter and vice versa, without acquiring or discharging undue quantities of uid suddenly, I have made the following provisions: 'I'he space or chamber lying between dotted lines 251 and 258 in Figure 8 and the space or chamber lying inside of the core between the parts 254 and 255 are of sumcient volume to ll or nearly fill the stator. .That is, when operating as a three-element torque converter, the core and the space between the lines 251 and 258 are substantially empty while the spaces between the stator vanes 82 are filled or nearly nlled, as is also the space between the impeller and the in the modiilcations already described, and other parts bear the same reference character as previously used. However, in this gure I have introduced auxiliary impeller blades 215. These blades 215 are securely fastened at their inner ends to the main impeller blades 53 whereas their louter ends are free to move circumferentially in openings 231. 'I'he outer ends of the auxiliary blades 215 are pivotally secured to an outer ring 216 by means of pivots 211.

In addition to the natural spring of the auxiliary blades 215 a coiled spring 218 shown in Figures 14 and 15 is located in the core 254, one end of which is secured at 219 to the core 254 whereas the other end of spring 218 is secured to a lug projecting inwardly from the annular ring 215 at 285. A suitable stop 28| is rotor veins, except as above stated. But when l operating as a two-element flywheel the space between `the stator vanes 32 is substantially empty and the above-mentioned spaces become nearly filled;

I might here explain that fluid enters the core at the joint 258,: by centrifugal force, and exits at 260 only when the passages at 231 and 238 are not full.

Attention is called to the' apparent widening of the passages (axially of the unit) as they approach the main axis. As shown in Figure 8 the :passages are of uniform area or approxi- The widening of the passages between the vanes as they approach the center axis is, or is intended to be, proportional to the shortening-of the annular dimension at the radial points under consideration. It is apparent that the angular or circumferential distance between the vanes de. creases as the center axis is approached. In order to provide fluid passages of-uniform area, I have widened the passages in the direction normal to the annular w'idths, i. e. in the direction of the axis, as shown in Figure 8. The widening takes place uniformly in such a manner as to make the cross section or capacity of the passages of substantially constant size.

In the illustrated construction, however, I have included the following modification: Tak. ing the passages between the impeller blades at 231 (Figure 8) as 100% in size I have made the passage 238 110%, the passage 240 102%, the passage 24| 112%, passage 242 106%, and the passage 243 112%, in cross sectional area. Passage 238 is 104% and passage 244 is 112%, These small differences do not show up plainly in the small scale drawings suitable for patent purposes. By this method, however, I accomplish the following: First, a substantially uniform cross sectional area of the passages; second, passages increasing slightly in area to compensate for the loss of circulating velocity due to friction; third, passages having somewhat larger entrance openings than the preceding exit openings.

Figures 11 to 15 are diagrammatic illustrations of my impeller vane construction but showing in detail a further modification. I have here shown the impeller blades 53 the same as secured to the core 254 to limit the peripheral movement of ring 213 in one direction. As shown in Figure 11 the auxiliary blades 215 are normally yieldingly held in their normal positions by the above-described spring means. By means of these yieldable auxiliary impeller blades 215 I direct the circulating flow of the fluid back against the direction of' revolution indicated by the arrow in Figure 1l.

By this means, at slow speeds little or no force is imparted to the rotor blades. In fact,l a

' slight tendency to revolve in thev reverse direction can be producedif desired. Since it is de.. sirable to shift the transmission into different positions at low speeds only, it is at low speeds l only that I desire to impart little or no motion to the rotor members. As the speed of the impeller is increased, the velocity pressure of the duid forces the auxiliary blades 215 back against the main impeller blades 53 as shown in Figure 12. When held in this position the impeller blades function in the manner previously described iust as though there were no auxiliary blades 215. The natural action of centrifugal force on the auxiliary blades 215 tends to return them to the position shown in Figure 12; i. e., centrifugal force assists the velocity pressure in returning the auxiliary blades 215 to the operating position shown in Figure 12.

In Figures 9, 22 and 23 I have shown my stator vanes and their arrangement. 'Ihe angular advance of the fluid caused by the stator vanes amounts to the angular change caused to take place between the entering column of fluid and the ,existing column of fluid, and will, of course, cause a counter torque on the stator, equal to the output torque less the input torque. The angle of exit from the stator vanes to the impeller vanes is such as will deliver iiuid to the impeller at an annular velocity and angle approximately equal to or greater than the annular velocity of the impeller. In some cases my impeller vanes are shaped to receive rotative impetus from the fluid coming oif the stator vanes.

Figure 16'shows a modification which is very similar to that of Figure 8. In Figure 16 I i1- lustrate how the impeller, rotor, and stator vanes may be constructed from sheet metal stampings spot welded or otherwise secured in place as indicated. Spot weids are indicated at points 300 while arc weids are indicated at points 30|. As shown at 300 the blades are provided with suitable tongue members extended to be parallel with the respectivehousings into which the vanes are to be secured. Figure 16 also shows an enlarged view of the central portion of Figure 18 is a perspectiveview of a stamped rod |40, the lock pins |4|, |6I. etc.

Figure 16 also illustrates tortuous path of the fluid between the stator blades, and the reduced eective cross section of the outlets caused by the angle of discharge.

the oil passage sets up a substantial resistance to the flow of the liquid through the stator. Part f the velocity pressure prevailing in the rotor is therefore converted into pressure head to force fluid through the stator. During this conversion a part of the fluid loses its velocity, and may take the shorter path direct fromthe rotor to the impeller.

In Figure 16 there is illustrated the arrangement of fluid intake passages |63 through the rotor vanes (or tubes carried by the rotor vanes) to a low-pressure central point just inside the core; this arrangement of the intake passages |63 is also shown in Figure 3. The impeller housing 302 is extended down to seal against the hub 302' of the stator housing 33. There is a substantial fluid pressure along the walls of the vortex, and therefore at the joint 303 between the impeller and the stator, so that fluid tends to discharge at 303 under considerable pressure. Varies or blades 303' maybe placed on the impeller housing 3 02 to build up a centrifugal pressure against which this discharge pressure must work.

This increases the pressure against which discharge must take place, having the effect of maintaining a larger volume of fluid in the vortex. The amount of the fluid in the vortex can therefore be controlled by varying the centrifugal head against which the discharge takes place. As one illustrative means of adjustably controlling the centrifugal head, I show in Figure 16, a gooseneck tube 304 adjustable about an axis 305 to change the effective radial position of its outlet 306, thereby varying the effective centrifugal head in the annular chamber 301. In some cases the tube 304 may be xed in position (in which case a drilled passage may be substituted for it if desired), or means may be provided in other cases for changing its angular position while running.

the fact that the' sembly.

Figure 17 shows a construction somewhatv similar to that of Figure 16, but in which the auxiliary vanes 215 described above in connec.

tion with Figure 11 are used, together with the spring 218 and the annular ring 216. The vanes in Figure 17, like the vanes in Figure 16, are made up of sheet metal stampings suitably secured in place. However, I have in Figure 17 introduced a somewhat different vane design. In this figure the vane areas and lengths bear a modified relation to each other as compared with the previous figures. In Figure 17 it will be seen that each of the impeller vanes 3|0-extends inwardly toward the center considerably beyond the corresponding rotor vane 3||. It will also be noticed that the impeller vane 3|0 is considerably wider at its central portion than the width of the rotor vane 3| This increases the centrifugal force imparted to the iluid by the impeller vanes over and above the counter force imparted to the fluid by the rotor vanes 3| In this way I am enabled to increase the rate of circulation .when the rotative speed of the rotor reaches more nearly the rotative speed of the impeller. This enables my hydraulic vortex mechanism to' transmit an increased torque load at the ratiosmore nearly approaching a one-toone drive than can previous hydraulic vortexes.

vane or bucket, a cluster of whichmay form the blades or vanes of the stator member of my hydraulic vortex in any one of its alternative forms.` `This vane or bucket is so constructed that a portion of its sides practically form the 'stator shell when a series of them is secured together. The stator blade or vane so formed is unlike previous stator blades in that the blade is not one continuous blade from the inlet to the outlet but is in the form of two half blades. These buckets may be arranged so that the half blades meet edge to edge `at the center line to form one continuous blade, or they may be arranged staggered so that the column of fluid entering between the first bucket 32| may be similar or identical in con-l struction, but turned in the opposite direction as shown in Figure 22. Figure 19 is a .top view looking down on the bucket of Figure 18. Figure 20 is an end view projected from Figure 19. Figure 21 is a cross section along line 2 |-2| of Figure 22.

Figure 22 is a developed top view showing the ar-y rangement of the buckets, the curvature about the main axis being omitted. These figures merely show one preferred form of constructing the stator blades from stampings. In a somewhat similar manner the impeller blades and rotor Vblades may be constructed of stamped buckets adapted to be secured together to form or help to form the impeller assembly or the rotor as- Figure 23 is a diagrammatic illustration showing the angular arrangement of the rotor blades with respect to the stator blades, 'I'herotor blades are indicated at 350 whereas the stator blade may be one of the buckets shown in Figure l The direction of 18 and is indicated at 35|. the flow of the fluid olf of the blades 350 may be in the direction of the 'dotted line 352,v but due to the revolution of thev rotor in the direction of the arrow the resultant velocity will be in the direction of the dotted line 353. Diierent resultant velocities of iiuid from the rotor blades 350 will lie some place between the dotted lines 352 and 353. Fluid willv irnplnge against the helical curved surface of the rotor blade 35| at some angle between dotted lines 352 and 353. The angularl arrangement and curvature of the blades 35| is such as to accommodate diiferent l ranges of angular approach to the best advantage.

In Figure 24 I have shown the upper half of a radial section of my hydraulic torque converter However, in this view I have introduced two friction .clutches and a tooth brake, all of which are automatically actuated. Ihe rst clutch 465 when engaged attaches an impeller assembly 466 to a ywheel housing 461, causing the impeller assembly 466 to turn with the ywheel housing 461. By means of weighted'levers 468 suitably pivoted on the flywheel housing 461 at 469, the friction disc clutch 465 is engaged by centrifugal force acting on the weights 410, whenthe rate of revolution of theilywheel is suflicient to cause enough centrifugal action on weights 410to overcome torsion. springs 41|. Until such speed` is reached the friction disc clutch 465 remains disengaged, thereby imparting little or no rotative force to the impeller assembly 488. d

A second friction clutch 415 is normally disengaged and is yieldlngly held so by means of a helical spring 418. However, when the rate of revolution of both the impeller assembly 455 and the rotor assembly 411. becomes sufllciently high so that the hydrostatic pressure of the uid between them tends to separate the impeller shell 481 and the rotor shell 411, the spring 41| becomes compressed thus allowing the friction discs of the clutch 415 to become engaged, thus effectf ing a oneto-one drive between the flywheel 418 and rotor assembly 411. The movement of the rotor stem 418 and the rotor assembly 411 just described will cause the stator shell 4,88 to move toward the ywheel, motion being imparted through a thrust bearing 48|` from the rotor stem 418 to the stator shell 488. This movement will cause the disengagement of a tooth brake 482, thus allowing the stator shell 488 to revolve at will whereas when the tooth brake 482 is engaged the stator shell 488 is held against movement by the stationary transmission housing 488. Spring 484 is introduced to normally maintain a.y clearance at the joint 485, By theseV means I provide an automatically operated friction clutch for connectingand disconnecting the impeller from the prime mover, an automatically4 actuated friction clutch for connecting and disconnecting the prime mover from the rotor at desired speeds, and automatic means for connecting and disconnecting the stator from a fixed member. l

In all forms of my'novel torque converter I prefer to provide the three. elements with different numbers of blades or vanes, the numbers preferably being prime to each other. Thus there is at any given instant only ,one blade on each element crossing a single blade on one of the otherelements. Moreover, the crossing of the blades occurs so frequently that it is practically continuous. By using prime numbers of blades, also, the rhythm set up is of a period least apt to harmonize with the natural period of the other moving parts.

Figure shows an outside elevation of a v transmission such as the one shown in Figure 1, with a preferred form of operating hook-up. The shift'lever pivot 58 of Figure 1 and of Figure 25 are the same in construction and operation;

however, in Figure 25, the angular location of this pivot is swung around 90 from the position shown in Figure 1. 'Ihe lever 488 turns the pivot shaft 68, effecting a shift as previously described under Figure 1. Normally the lever 488 is moved by means such as a hand shift lever 48|. In addition I provide suitable connecting links 482 and 483 and a lever 484 embodying a one-way slip joint 485. When the clutch pedal 488 is depressed all the way, the last inch or so of movement causes the lower end of lever 484 to strike an adjustable abutment 481 on the rod 482 and sirable qulcklyand completely to disconnect the engine from the driven shaft.

In Figure 2'8 I show diagrammatically an alternative means for interconnecting with the transmission the hand brake lever 48|, so that either the clutch may be disengaged or the shift lever moved to yneutral when the hand brake is applied. Due to the curvature of a slot 488 the hand brake lever 481 may be moved to any degree desired. On the other hand there is a cross slot 482 permitting the lever 488 to move to any degree within its limits when the hand brake lever is in its' disengaged position. But when the hand brake lever is moved to the position to apply the brakes, the lever 488 will be engaged and moved to a denite position by thehand'lever 48|, the lever 491 having for that purpose an extension or boss 284'which finds its way into the move the rod 482 aft'or to the right, thereby causing the shaft 68 to turn to a position causing the transmission parts to move into their neutral position at the time the pedal 485 strikes the toe board or a suitable stop (not shown). In this way I provide means for completely disconnecting all driving means from the driven means, and this means is' operated by a movement which is now instinctive to experienced drivers of present on such rare occasions as when an automobile engine jams or locks while the automobile is traveling at a high rate of speed, when it becomes deslot 488 and, which moves therein. Now by suitably connecting the end 485 of the lever 488 to either the clutch or the shift mechanism they may be brought to a desired definite position when the hand brakes are applied.

. In Figure 27 I have shown diagrammatically a f hook-up actuated by the brake pedal 481, to close the engine throttle when the brake pedal is depressed. This is a precautionary measure toinsure the closing of the throttle when foot brake is applied, should the foot accelerator mechanism stick. Since my transmission is automatic Idesire to eliminate the likelihood of the engine turning too fast and causing an intermediate speed tending to drive the car when the brakes are applied. Should such a thing happen the engine and transmission would tend to drive the car while the operator was trying to stop the car, thus prolonging the stopping distance and time.

I accomplish this by introducing means such as a bell crank lever 488 with an end extended to engage the pedal 481; By means of a one-way slip joint a rod 488 is caused to move aft or to the right, when pedal 481 is depressed. Rod 488 maybe connected by suitable yielding means (not shown) to the accelerator rod or to the throttle rod (not shown) to cause them to move to close the throttle to idling position.

The transmission shown in Figure 2-8- includes a turbine unit 58i driving, through a series-multiple connection, a planetary gear unit 582. The turbine unit includes a vaned impeller 588 bolted or otherwise secured to a housing or flywheel carried by the end of the driving shaft 5I8, a vaned rotor or impelled member 584, and a vaned stator or reactance member 585, all axially arranged. l

The gear unit 582 includes a first sun gear 508 driven by and rotatable with and at the speed of the impeller 508, a first set of planet gears 501 meshing with the sun gear 588, and a gear carrier 508 for the planet gears 581.

'I'here is also a second sun gear 588 rotatable with and at the speed of and driven by the fluid-y propelled rotor584, a second set of planet gears 5I0 meshing with the second sun gear 588, and a ring Bear 5H meshing with the planet gears 5I8 and having a one-way reactance device 5|2 of the type described and claimed in my applicaday automobiles. This is an emergency measure,

tion No. 468,786, filed July 18, 1930 now matured into Patent No. 2,007,442. The reactance device 512 prevents rotation of the ring gear 5H in one direction but permits it to turn in the other direction.

'Ihe gearing also includes a second gear car-l rier-5H for the planet gears 5I8, and carrying rigid therewith s second ring gear 5I4 meshing with the'planet gears 501. A contracting band brake 515 is provided for holding the gear carrier 513 against rotation when desired (e. g. for reverse drive), while an axially-shiftable driven member 516 is provided with a clutch having teeth engageable selectively with corresponding teeth either onthe gear carrier 508 or on an extension 523 of a\housing bolted to the ring gear 51 I, for forward and reverse drive.

A one-way reactance device 511 is provided for holding the reaction or stator member 505. Suitable iiuid passages 518 are provided for maintaining a supply of fluid in the turbine unit 501. 'I'he illustrated reaction device 511 is more fully described, and is claimed, in my application No. 525,968, led March 28, 1931 now matured into Patent No. 1,959,349.

In forward drive, the clutch member |6 is connected to the gear carrier 508, and the oneway reaction device 512 is set as described in Patent No. 2,007,442 to prevent reverse rotation of the ring gear 511, while permitting it to turn in a forward direction. Rotation of the power shaft 519 drives the impeller 503, as well as the sun gear 506, causing power to be supplied to the driven member 508-516 through two paths in parallel or multiple. If a positive low gear drive is desired at the start, the brake member 515 may be engaged to hold the ring gear 514 against rotation in the reverse direction. Upon release 'of this brake member the hydraulic torque converter will operate automatically to vary the driving ratio through an infinite number of steps in accordance with speed and torque conditions.

One path is from the drive shaft 519, through a central shaft 520 rigidly connected thereto, to

the sun gear 506 keyed on the shaft 520, thence to the planet gears 501 and through those gears to the gear carrier 508 on which they aremounted. The other path is from the drive shaft 519 through the impeller 503, and in cooperation with the reaction member or stator 505 driving the driven member or rotor 504, thence through a sleeve 52| to the sun gear 509 keyed thereon and to the planet gears 510 meshing therewith, from the planet gears to the ring gear 514, and then through the planet gears 501 to the gear carrier 508.

Since the ring gear 511 is held against reverse rotation, by means such as the reactance member 512, it may absorb a considerable part of the torque load, thus preventing over-loading the turbine unit. With the proportions illustrated,

the reaction load on the fluid turbine unit is approximately one-third of what would be imposed on it if the gears 509, 510, and 511 were omitted and the sleeve 521 connected directly to the ring gear 514.

For reverse, the clutch member 516 is shifted to connect it to the member 523 (and therefore to the ring gear 511), the reaction member 512 is placed in neutral or reverse, and the brake 515 is set to hold the gear carrier 513 stationary. With this setting, the entire power for reverse is sent through the hydraulic turbine unit, the sun gear 506 and the gears 501 and ring gear 514 turning idly without driving. Power goes from the shaft 519, through the turbine members 503, 505, and 504, thence through the sleeve 521, sun gear 509, and planet gears 510,'to the ring gear 5.11. Since the gear carrier 513 is held against rotation, the ring gear 51| (and therefore the driven member 5|6) isdriven in a reverse direction at a reduced speed. l f

Suitable anti-friction bearings 522 may be provided for the rotating parts. The connection between the ring gear 511 and the extension 523 is shown as a bell housing 524 inclosing the other gears. 5 'I'he reactance member 511, as described in Patent No. 1,959,349, enables member 505 to start rotating and pick up speed gradually until it finally turns as a unit at high speeds with the turbine members 503 and 504.

The reaction member 512 may act as an impulse rectifier for alternating positive and negative impulses, if the planet gears 510 are counterweighted as shown on one side. In this case the positive impulses drive the ring gear 511 and the 15 negative impulses are held by the member 512.

The rectified positive impulses give a second torque amplification in series with the hydraulic torque ampliiier, driving the ring gear at an increasing intermediate speed until a one-to-one direct'high drive is reached with theiweighted pinions 510 in effect locking the rotor 504 to the' ring gear 514.

Thus in this modification there is a positive low gear, all of the drive then being from the sun gear 506, followed by an automatic infinitely variable intermediate speed drive, and finally a direct one-to-one high speed drive.

In all ofthe above-described modification advantage is taken of the most effective range of speeds of a hydraulic torque converter, there is a positive geared low speed, there may if desired be a positive lock connecting all of the parts to turn as a single unit in a direct drive at high speed, and reverse is secured without the addition of extra mechanism.

Some of the advantages of my transmission are illustrated in Figure 29. In al1 transmissions, it is desirable to balance engine torque and speed against the required output torque to produced maximum acceleration at the given engine speed, or (with wide open throttle) to give the maximum speed of which the engine torque curve is capable. This desirable characteristic is attained by my transmission, as described above, more exactly than with any previous transmission that I know In the diagram of Figure 29, the ordinates in the direction of OT indicate output torque, along the abscissa OM are plotted car speed, and along the parallel line OM are plotted elapsed time.

The dashed line A indicates useful available engine torque. The dotted line B is a plot of the useful engine torque A multiplied by the rear axle l l.

ratio.

The line `C is a plot of the useful engine torque (a) multiplied by the rear axle ratio (as in B) and by the second gear ratio of a standard threespeed automobile transmission, while the line D' is a similar plotted line for low gear. The fullline curve E shows car performance at wide open throttle (with the same rear axle ratio as before) with my improved transmission herein described.

By way f additional comparison, curves F and G illustrate the characteristics of an ordinary torque converter of the three element type when used above, i. e. when not arranged in my novel combination series-multiple arrangement with a planetary gear or the like. 7o The curve F is plotted on the ordinate OT and the lower abscissa OM (i. e.,it is a time characteristic), and the curve G is plotted on OT and OM, as unlike the cases previously discussed the curves are in this case diierent for the two abscssae.

Comparison of the curve E with the other curves shows how my use of a positive geared low drive gives a very rapid rise to maximumv torque amplification at low gear, in starting, followed by successive positions substantially tangent to the curves D and C until high gear is reached, and then coincident with curve B. In other words, the curve E ofA my transmission is substantially the curve obtainable ii' there were an infinite number of gear changes with individual curves like D and C, and the driver` were able to shift from each one to the next at exactly the most favorable instant.

Due partly to this favorable characteristic, and partly to the quictness with which my transmission operates, it is feasible to use a much lower gear ratio than usual in the rear axle, as there is no objection to driving in intermediate gear at much higher speeds than usual, so that at high speeds the engine turns more slowly than in cars equipped with conventional transmissions. The advantages of this are too well known to require discussion herein.

While several illustrative embodiments have been described in detail, it is not my intention to limit the scope of the invention to those particular embodiments, or otherwise than by the terms of the appended claims. Part of' the rier for said second planet gearing, a second ring gear rotatable with and at the speed of said second gear carrier and meshing with said first planet gearing, selective means for holding said second gear carrier against rotation for reverse drive, a driven member, means for selectively connecting said driven member to rotate either withl said first gear carrier or with said first ring gear, and a reversible one-way reactance for controlling said second ring gear.

4. A parallel series Vvariable speed transmission comprising a turbine unit and a gear unit, said turbine unit comprising a vaned iiuid-propelling member, a vaned fluid-propelled member and a vaned iiuid-reactance member, said three members being coaxial, said gear unit comprising a first sun gear rotatable with and at thespeed ot the fluid-propelling member, a. iirst planet gearing meshing with. said first sun gear, a iirst gear carrier for said planet gearing, a second sun gear rotatable with and at the speed of the mild-propelled member, a second planet gearing meshing with said second sun gear, a

iirst ring gear meshing with said second planet gearing, selective means for holding said ring gear against rotation, a second gear carrier for said second planet gearing, a second ring gear rotatable with and at the speed of said second subject-matter disclosed and claimed herein is continued from my prior application No. 646,777, filed December 12, 1932, now matured into Patent No. 2,003,108.

I claim:

1. A parallel series variable speed transmission comprising a turbine unit and a gear unit. said turbine unit comprising a vaned iiuidpropelling member, a vaned fluid-propelled member and a vaned iiuid-reactance member, said three members being coaxial, said gear unit comprising a first gear connected to rotate with and at the speed of the fluid-propelling member, a second gear connected to rotate with and at the speed of the fluid-propelled member, and a. member driven by both gears. f

2. A parallel series variable speed transmission comprising a turbine unit and a gear unit, said turbine unit comprising a vaned uid-propelling member, a vaned fluid-propelled member and a vaned uid-reactance member, said three members being coaxial, said gear unit comprising a first gear rotatable with and at the speed of the fluid-propelling member, Va second gear rotatable with and at the speed of the fluid-propelled member, a planet gearing meshing with said second gear, a gear meshing with said planet gearing and held against reverse rotation, a gear carrier for said planet gearing, and a member driven both by said first gear and by said gear carrier 3. A parallel series variable speed transmission comprising a turbine unit and a gear unit, said turbine unit comprising a vaned. fluidpropelling member, a vaned fluid-propelled member and a vaned iiuid-reactance member, said three members being coaxial, said gear unit comprising a first sun gear rotatable with and at the speed of the fluid-propelling. member, a first planet gearing meshing with said first sun gear, a first gear carrier for said planet gearing..

a second sun gear rotatable with and at the speed of the fluid-propelled member, a second planet gearing meshing with said second sun gear, a first ring gear meshing with said second planet gearing, selective means for holding said ring gear against rotation, a second gear cargear carrier and meshing with said iirst planet gearing, selective means for holding said second gear carrier against rotation for reverse drive, a driven member, and meansfor selectively connecting said driven member Vto rotate either with said rst gear carrier or with said first ring gear.

5. A parallel series variable speed transmission comprising a turbine unit and a` gear unit, said turbine unit comprising a vaned iiuidpropelling member, a vaned fluid-propelled member and a vaned fluid-reactance member, said gear unit comprising a gear member rotatable with and at the speed of the duid-propelling member, a gear member rotatable with and at the speed of the huid-propelled member, a series of gear members drivably connected with both said gear members, one of said series tending to rotate in one direction and another in the opposite direction, a driven shaft, and means for selectively connecting said shaft with one of said members for rotation in one direction or with the other member for rotation in the opposite direction.

6. A parallel series variablespeed transmission comprising a turbine unit and a gear unit, said turbine unit comprising a vaned duid-propelling member. a vaned fluid-propelled member and a vaned iiuid-reactance member, said gear unit comprising a gear member rotatable with and at the speed of the fluid-propelling member, a gear member rotatable with and at the speed of the fluid-propelled member, a member driven by both of said gear members in one direction. and a member driven by the last named gear member only in the opposite direction.

'7. A parallel series variable speed transmission comprising a turbine unit and a gear unit, said turbine unit comprising a vaned fluid-propelling member, a vaned duid-propelled member and a vaned fluid-reactance member, said gear unit comprising a gear rotatable with .the iiuid-propelling member, a planetating gear meshing with said gear and a second gear meshing with said planetating gear, a gear rotatable with the iiuldpropelled member. a planetating gear meshing I 

